Carbureting system for internal-combustion engines



E. J. WOOLF. CAHBURETING SYSTEM FOR INEBNAL GOMBUSTION ENGINES.

Patented Feb'. 17,-1920.'

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E. I. WO0LI CARBURETING'SYSTEM FOR INTERNAL COMBUSTION ENGINES.

`AI "II.'ICA.TI0,N FILED APR, 20. |917. y v

Patented Feb.17,1920.

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OPI/C6 i To all whom t may concern.'

` UNITED 'STATES viau'iifirivfi onirica.`

ELLIS J. WOOLF, F MINNEAPOLIS, INN ESOTA, ASSIGNOR 0F ON E-HAF T0 JAY F. e WOOLF, OF MI EAPOLIS, MINNESOTA. i

Beit known that 1, ELLIS J. Woonr, a citizen ofthe United States, residing at Minneapolis, in the county of vHennepin and State of Minnesota, have invented certain new and useful Improvements in CarburetingSystenis for lnternal-Com'bustion Engines, of which the following is a specification. A, l

My invention relates to carbureting systems for internal `combustion engines and `has for its principal object to provide carbue as A' VThi'spreventsback pressure at the carbu'ret@ reting means whereby the air and the fuel are controlled in such manner that a highly efficient carbureting action -is obtained so that heavy fuel oil such as crude oil, kerosene or mot-or spirits will be effectively oarbureted.l One of the means for carrying out the'objects of my inventionlcpnsists in the provision of primary andsecondary air/ inlet means and throttles therefor so located in respect to the carburetin chamber that the air admissionalone, wether primary or secondary air, is controlled by the throt- A"cles, the amountof air being determined before' it reaches the carbureting chamber.

ing point and favors ready vaporizatiom Y 4withits attendant expansion of the gases "formed/frein the liquid fuel. yIt is a further object/of my invention to provide means associated with the carbureter and with the motor wliichis of the type shown and'described in Patent No. 1,292,942, granted-I January,A 28,1919, for admitting un'carbu` reted air toi the crank case of the'engine,V

from which it is propelled into'the cylinder in the manner described in the aforesaid copending application. It is a further object of iny invention to provide means associated with' the 'carbiireter and with thezcirculatory,

cooling` systemiof the motor for vaporizing the fuel oilY by the'heat of said circulating system. said vaporized'fuel beingconveyed through the carbureter where it is mixed with air andv'ith additional fuel before passing to the engine. In effecting the lastnamed object l inject into the cooling liquid the fuel oil, employing a cooling liqiiid which mixes readily therewith but vaporizes only at a temperature greatly in excess of that at which the fuel vaporizes.

The full objectsfand advantages of my invention will appear in connection with the.:

detailed description thereof and are particulaily pointed out 1n the claims.

" Specification of Letters Patent.

CARB-BETING SYSTEM FOB; INTERNAL-COMBUSTION ENGINES.

Patented Feb. 1v, 1920.

Application filed April 20, 1917. Serial No. 163,501.

In thedrawings, illustrating the applica-l I moved.

Fig. 5 is a sectional detail view of fuel-injecting device shown in Fig. 1.

My invention is preferably employed with explosive engines used on motor vehicles and is illustrated in the drawings in conjunction' with a two-cycle engine, which will first be described. A frame 10 'supports an engine lthe .11, a cooling radiator 12 and other parts common to motor vehicles. The engine consists of a crank. case 13 to which is rigidly `.bolted an intermediate casing member 14.

A pair of engine cylinders 15 and 16 are secured to casing 14 in spaced relation to one another and a valve casing 17 ismounted on member latbetween' said cylinders. Within cylinder liis positioned a piston 18 provided at its lower end with an expanded portion 19 slidable in a bore 20 formed inV casing 14. A connecting rod 21 is pivoted to the piston 18 on a wrist pin 22 and drives a crank shaft 23 in the usual manner. *A sliding sleeve valve '24 driven from the vshown in Fig. 3 with some of the partssrever crank shaft 23 is adapted to cover and uncover an exhaust port 25 entering cylinder 15 slightly below the center of the same and an intake port 26 communicating with the crank case chamber through an annular passageway 27 and a vertical passageway 28 formed in the casing 14. A port 29 connects passageway 28 with the cylinder 15 somewhat below the exhaust port 25.

In operation, fuel mixture is drawn into the lower portion of the valve chamber 17 through an inlet `30 and from there on through a assageway 31 in -the sleeve 245, and by lway of port 26 and passageways 27 and 28 .into the crank case chamber of the engine.. "As the charge" of mixture in the cylinder proper is exploded. the piston descenqls and the mixture in the crank case chamber is compressed. lVhen the piston passes port 25 the burnt gases are exhausted by wayofthis port through a passageway cape above portion 19, a port 34 is provided which communicates with the atmosphere through' an opening 35 immediately above the intake 30. This port is so positioned that the crank case chamber communicates -With the atmosphere yvhen the piston reaches its uppermost'position and said port isuncovered-I thereby, causing a small charge of l fresh air to be drawn into the crank case after each charge of explosive mixture.

About the cylinders 15 and 16 are. formed cooling jackets 436 which have inlets 37 and outlets 38, respectively, positioned as indicatedjin Figs-l and 2. A similar jacket 39,

llocated latthe' upper part of casing 14, is

connected'ivith a Jacket 40 positioned at the sides of and above the valve casing 17. This portion of the circulating system is provided with inlets/41 and an outlet 42. A manifold 43 connects all of the inlets 37 and 41 with the discharge end of a circulating pump 44 driven from the crank shaft 23 and secured to the engine proper. The bottom of radiator 12 is connected to the receiving end of Apump 44 by means of a pipe 45, and the top of said radiator is connected to the various outlet pipes 38 and 42 by means of a header'` 46.

In my invention the cooling system just described is used to convert liquid fuel into a combustible gas as follows. At the upper portion of radiator 12 is formed an enlarged gas-receiving chamber 47 provided with a downwardly-'sloping floor 48." A pipe or hose 49 is connected at one end with the rearward portion of chamber 47 and at the other end With a carb'ureter which Will later be explained in detail. Chamber 47 is also provided with an air-tight closure memberl 51 and a safety valve 52. The cooling medium is placed into the radiator through the member 51 and the liquid fuel injected into the cooling medium through a casting 53 connected in pipe 45. This casting -is formed hollow and is provided at 55 with a nozzle 4through which the liquid fuel passes. A hand-controlled needle valve 56 screivable in casting 53 serves to regulate the flow of `liquid fuel from a pipe line 57 into the stream of cooling medium passing through the cast-I ing, Within the bore of this casting is positioned a valve 54 operated by a controlling lever 58 by m'eansof which the flow ofcool- Valve ing medium through the system can be regulated.

' In operation pump 44 causes the cooling liquid to circulate throughout the system, l

said pump also drawing the liquid fuel from pipe line 57 and thoroughly mixing the same 'with the cooling liquid.:v As the mixture of cooling liquid and fuel is pumped about the hot portions of the engine, the fuel is vaporized andl separated from the cooling liquid, which remains liquid throughout the operavtion` of the engine. The mixture of cooling liquid and fuel vapor is then conducted through header 46 tothe-upper portion of radiator 12, Where the .vapor rises to the top in chamber 47 and the cooling 1liquid falls to the bottom with the rest of the cooling liquid and is againused for cooling lpurposes. Any liquid which reaches chamber 47 is deposited upon the inclined floor 48 and drains back to the radiator. If desired, a fan 59 may be employed for producingy a draft through the radiator which fan is mounted in a casting or bracket 60 secured t0 the pump 44, and which is driven by means of a belt 61 from the pump shaft. The advantage of employing a coolingl liquid distinctive from the fuel becomes evident, as the amount'of fuel vaporized can be independently regulated Without affecting case employ a lubricating oil which flashesat a. very hi h temperature, at least double that of the uel. .Both kerosene and gasolene mix readily with the lubricating oil and are easily vaporized from it.

Although the above means of vaporizing liquidfuel through mixing the same With a cooling liquid and circulating it through the radialtor may lbe employed with great advantage, such an arrangement is not essential to the operation 'of my improved carbureter and may be omitted When desired. To' provide effective means for cutting off this action and admitting atmospheric air directly tothe carbureter, a three-Way valve 162 is journaled' in the connection 163 from pipe 49 to the admission pipe 164 of the ca-rbureter, which will hereinafter be described; The three-Way valve is provided ployed, as Well as the secondary air-,is conf fjtrolled by the throttle valve mechanism lolo' 'cated on the air intake side of the mixing or carburetingpoint in the carbureter, as will hereinafter more fully app ar.

` The form ofcarbureter dihich I .prefer to employ in my invention is clearly shown in a/Figs; 3 and 4. The primary air inlet is throughlpipe 164. The secondary air inlet is through pipe 68, and the adjustable opening over the to of pipe 63. Within the opening 63 is a utterly valve 66 mounted 20 'on the spindle 67-for controlling the amount of secondary air entering the carbureter, which secondary air will pass into the mixing chamber 64 positioned directly above the pipe 164, which is controlled by a butterfly A. valve 79 on a spindle 80, the valves 66 and 79 l'both being 0n the air-inlet side of the mixing chamber, so that the mixture going through the carburetor is throttled or controlled by the throttling of the lair entering the carbu.- do roter before the absorption of fuel vapor t, thereby. This insures very much more effec- A tive thrqttling action and is, I believe, a new for'mcf construction, for which reason I intend-jte claim the same broadly.

l VAftubular extension 68 of the casing 62 forms a chamber 170 in alinement with the linlet pipe 164, which inlet pipe is preferably cast-integral-with a member 71 which surrounds the' tubular member 68, providing 40 an'oil-receiving chamber 72 in which is a float 73 which controls a needle valve 74 by"V which fuel is supplied to chamber 72 from a fuel supply pipe 82. 7i-thin the tubular portion 68 is positioned a fuel supply member 69 mounted on a cross arm 70 formed integral therewith and having a threaded extension 76 which receives a nut 75 that engages a perforated partition 77 cast integral with member 7l, byA means of which said member 71 is held assembled upon the primary casing 62. The fuel-supply nozzle or pipe 69 has an aperture 83 therein connected by an aperture 84 in the crossbar 70 with the bowl or chamber 72, and is provided with a fuel outlet 85 controlled by a needle valve 86, which needle valve is threaded into a boss 87 formed on casting 62. By turning of the needle 86 the size of opening at 85 is varied.

Means are provided for simultaneously controlling the needle valve 86 and the but-y te-rfly valves 66 and 79. The spindle 67 has fast thereon an arm 96 which is connected by a link 97 to a hand-controlled operating de- '9,- vice not shown. The spindle 67 also has fast thereon a pair offprms 93 and 99, as shown joint with a pipe extension 91 which joins a passageway extension 92 of the supplein Fig. 1. The arm 93 is connected by a link 95 with an arm 94 fast on spindle 80 of butterfly valve 79. The arm 99 is connected by a link 100 with an arm 101 having a head 102 slottedat 1-03which receives a pin 104 fast on talve rod 186. The slot 103 of head 102 is held in engagement with said transverse pin 104 by a coil spring 105 surrounding the rod 86 and extending between thetop of boss 87 and the head 102. When the link 97 is actuated it will simultaneously operate the spindles 67 and 80 with their butterfly valves 66 and 79 and alsoy will ro- 'tate the valve 86, in this manner increasing or decreasing the supply of primary and sec- 80 ondary air to the -mixing chamber and simultaneously increasing or decreasing the supply of fuel oil to the carbureter.

In supplying fresh air' to the engine through port 34 I find it necessary simultaneously to throttle the combustible fuel mixture and the fresh air in order to maintain a constant ratio between the same. This I accomplish by means of a separate air passageway associated with the carbureter and drawing its air from the secondary air-inlet passageway 63 so as to be controlled by the one throttle 66. The cap piece 81., which forms t-he registering connection from 'the carbureter with inlet port 30,`has an extension 88 95 which has an opening registering nvith the airlport 35. From the cap piece 88 extends a pipe passageway 8,9 connected by a union mental casing 71, the extension 92 opening through aportl 190 into the interior of casing 62 immediately below the secondary air passageway 63. In this manner the air supply to the engine through opening 35 is drawn through the same inlet pipe as the secondary air for the carbureter and is controlled by the same throttle. The air from this source may be additionally ycontrolled by means 'of a,v plate 107 extending above the inlet pipe 63 and adiustably held by means of a'screw member 108, thus positively regulating the maximum air-'admission opening.

The operation of -my carbureting mechanism lis to ,a large extent intimately associated withand dependent upon the cycle of operations of the motor, which, as pointed out, is a two-cycle motoiand which is more specifically described and the features thereof, apart from the carbureter herein described, are particularly claimed in the aforesaid ypatent.. w

The operationv in general is as follows: The single valve casing 17 is provided with an exhaust chamber connected with exhaust port 33 and an inlet chan'iber connected with inlet port 30. The exhaust passageway 25 from the cylinder is cont-rolled both by the sliding valve 24:and `by the piston 18, it being understood that a single valve chamber 130 before the port 34: is uncovered by continued' travel of the piston. The explosive mixture drawn into .the system will mostly be in the passages 27 and 28 and at the bottom of the crank case below the chamber 20, which Will be iilled With freshv air drawn in from the secondary air-inlet pipe 63 through connections 92, 91, 819, 88, opening 35l and port 34. There Will, however, be compressed in the passage 29 and other passages in communication therewith in the same plane a small amount of air vremaining from the air drawn in through port 34 of the last stroke. Upon the return of the piston the gases .are compressed, first a strata of air substantially unmixed with explosive mixture, then the explosive mixture in the passages 28, and finally the charge of unmixed air behind the charge'of explosive mixture. When the ports 29 are uncovered immediately after exhaust, the top stratum of air enters, the cylinder first, in part scavenging and forming an outer film around the Walls of the cylinder. This is followed by the charge of explosive mixture which goes to the center of the cylinder adjacent the spark plug 38,

' and finally a part of the unmixed air follows 40 the explosive mixture, the other part remaining in the passages 28 and 29, Where it is compressed during the return stroke after explosion.v This stratifying of the explosive mixture with air around and-below the same always insures 1an excess of air Withthe explosive mixture and, therefore, complete combustion; but the regulation of the airsupply in reference to the amount lof Vcarbu-reting1 mixture is essential and is effected by the carbureter mechanism.

I am aware that different forms of construction may be employed which fall Within the scope of my invention,A and I do not desire to limit myself to the precise form and arrangement of parts herein shown and described. A construction in accordance with this invention has been built and operated and tested as to the condition of the mixture which goes to the cylinder. It has been found from these tests that the charge in thc cylinder at the time of explosionin fact comprises a film of air around the walls of the cylinder with little explosive mixture in it, a central body of explosive mixture immediately'surrounding the spark plug and/'inder,

4through the exhaust.

A1. A two-cycle explosive engine comprising a cylinder, a piston working in said cylinder, a crank case, a valve casing, means for admitting fuel mixture into said valve casing, a valve movable in said casing for controlling the admission of said fuel mixture to said casing, a port controlled by said valve for admitting the fuel mixture to said crank case, an air admission port for said'v crank case, a charging port for said cylinder 1n communication with sald crank' case, a carbureter having primary and secondary .air inlet openings in communication with said charging port, and means for conducting uncarbureted air from said secondary air inlet. opening to said air admission port. 2. A` tWo-cycleexplosive engine vcomprising a cylinder, a'piston working in said cylinder,a crank case,` a valve casing, means for admitting .fuel mixture in to said valve casing, a valve movable in said casing for controlling the admission of said fuel mixture to said casing, a port controlled by said valve for admitting .the fuel mixture to said crank case, an air admission port for said crank case, a chargingport for said cylinder in communication with said crank case, a

carbureter having prlmary -and secondary.

air inlet openings, each located on the air ,admission side of the carbureting chamber in communication with said charging p'ort, and means for conducting'uncarbureted air from said secondary air inlet opening to said air admission port. v

3. A two-cycle explosive engine comprising a cylinder, a piston Working in said cylinder, a crank case, a valve casing, means for admitting lfuel mixture into said valve casing, a valve movable in said casing for controlling the admission of said fuel mixlture to said casing, a port controlled by said valve for admitting the fuel mixture to said crank case, an air admission portv for said crank case, a charging port for said'cylinder in communication with said crank case, a

lcarbureter having primary and secondary air inlet openings in communication with said charging port, means for conducting uncarbureted air-from said secondary air inlet opening to said air admission port, and means for controlling the How of air through said secondary air opening.

4. A two-cycle explosive engine comprisingfaylinder, a piston Working in said cyla'crank case, a valve casing,l means for admitting fuel mixture into said valve casing, a valve movable in said casing for controlling the admission of said fuel mixture to said casing, au ort controlled by said valve fr admitting t e fuel mixture to said crank case, an air admission port for said crank case, a charging port for said cylinder in communication with said crank case, a carb..reter having primary and secondary air inlet openings, each located on the air admission side of the carbureter chamber in communication Awith said charging port, means for conducting uncarbureted air from said cential air inlet opening to said air admission port, and means for controlling the flow of air through said secondary air opening.

5. A two-cycle explosive engine comprising a cylinder, a piston Workingiin said cylf inder, a crank case, a valve casing, means for admitting fuel mixture into said valve casing, a valve movable in said casing for controlling the admission of said fuel mixture to said casing, a port controlled by said valve for admitting the fuel mixture to said crank case, an air admission port for said crank case, a charging port for said cylinder in communication with said crank case, a Carbureter having anincased chamber in communication with said charging port, an air passageway connecting said chamber with said air admission port, means for admitting air into the-chamber for passage through the carbureter and through the air passageway, and common means for controllingl the sufpply of air to the carbureter and tosaid air passageway.

6. A two-cycle explosive engine compris-l ing a cylinder, a piston working in said cylinder, a crank case, a valve casing, means for admitting fuel mixture into said valve casing, a valve movable in said casing for controlling the; admission of said fuel mix-K. ture to said Casing, apport controlled by said valve for admitting the fuel mixture to said crank case, an air admissionl port for said crank case, a charging port for said cylinder in communication with said crank case, a carbureter having an inlet passageway in communication with said charging port, an air passageway in, communication with said air admission port, means for admitting air into the carbureter and into said air passageway, and means for varying the rate of said admission to both the carburetor and the air passageway in the same ratio of variation for each thereof. f

7.,A two-cycle explosive engine comprisingoa cylinder, a piston working in said cylinder, a crank case, a valve easing, means for admitting fuel mixture into said valve casing, a valve movable in said casing for controlling the admission of said fuel mixture to said casing, a port controlled by said valve for admitting fuel mixture to said a carbu'reter having an inlet passagewa'yin` communication with said charging port, an

4air passageway in communication with said air admission port, an air inlet pipe adapted to supply air both to `the carbureter and to said air passageway, and a valvefor .controlling the rate of flow through said air inlet pipe.

i 8. A two-cycle explosive engine comprising a cylinder, a piston working in said cylinder, a crank case, a valve casing, means for admitting fuel mixture into said valve casing, a valve movable in said casing for controlling the admission of said fuel mixture to said casing, a ort controlled by Said valve for admitting t fuel mixtureto said crank case, an air admission port for said crank case, a charging port for said cylinder in communication with said crank case, a radiator and circulatory system for a cooling liquid, means for conducting fuel oil into said cooling liquid so that said-oil is caused to vaporize in passing through said circulatory system, a carbureter havin a. carbureting chamber, means for collecting the fuel vapor and conduct-ing the same into the carbureting chamber, means for supplying/'air to the carbureting chamber, a valve mechanism for simultaneously and proportionately throttling the vapor supply to the carbureting chamber and t-he air4 supply to the carbureting chamber, and

roo

means connecting said carbureter to said charging port.

9. A two-cycle explosive en ine comprising a cylinder, a piston worring. in said cylinder, a crank case, a valve casing, means for admitting fuel mixture into'said valve casing, a valve movable in said casing for controlling the admission of said fuel mix- 'ture to said' casing, a port controlled by said valve for admitting the fuel mixture to said crank case, an air admission port for said crank case, a charging port for said cylinder in communication with said crank case, a radiator andcirculatory system for a cooling liquid, means for conducting fuel oil into lsaid cooling liquid so that said oil is caused to be vaporized in passing through said circulatory system, a carbureter havying a carbureting chamber, a collecting chamber for said fuel vapor located above the radiator, a pipe for conducting the fuel vapor from the collecting chamber to carbureting chamber` a valve mechanism for simultaneously and proportionately throt-g tling the vapor supply to the carbureting chamber and the air supply to the carbureting chamber, and means connecting said carburetcr to said charging port.

ln testimonyv whereof l aiiix my signature. 

